Railway brake rigging



"1 M. PQBLOMBERG 2 1 3 531 3' RAILWAY BRAKE RIGGING Filed March 10,1957 2 Sheets$heet 2 h I v I m\\\\\\\\\\\\\\\ IIII- I f "'totoref devised, with the result that it will be *suitable'tvpe s provi tt r n lh P81151011 5 2B err-1g. '1', on a somewhat larger. scale.

' RAILWAY BRAKE mGGinGf Martin Pb B lo'mherg, Hinsdaie,,Ill., assignort to "General Motors Corporation Detroit, Mich a corporation oi' Delaware Q v M p s liemenmer h. 10, 1937, Serial No. '1 30,003 f 1 l 18 Claims- (Cl. 188-46), r I "I'hisinventiOn relates to brake rigging for rail- "truck'lever 44;" and the lower end of' this lever is -way vehicles, {and more particularly to a brake I connected to the lower end of the leversjll-by a 'rigfging'ftor use ona six wheel truck, which rig-' pair of tension rods 45 whlch straddle the wheel. "'ging is composed of fewer parts thanthosehere- A manually adjustable slack'adjuster 46. ofany f-simplenilighter and more economicalto produce, rods which is connectedtothelive truck lever 44, v e y l uttwi ll'latthe same time. be thoroughly effective I and the upper endfof the Iatt'eris connected' bya f t e in? operation, will be properly-equalized at all pair o'f clevises 48to'a live cylindr lever 50, the l p timesja'nd kwill :be capable ofwithstanding the opposite -en'd"o f which is pivotally connectedto 'is tresses itis subjected-.totduring.the most severe the piston rod 22 7 f 10 sortioffseivice. j 1 h o H I V A fulcrum'le'ver52tpivdtallyeonnectedat 54 to 'j Qtherfobj'ects and advantages will be disclosed th'e'automatic slackhdjustr 24, hasitsopposite uponreference to the description hand accomend connected by a link 56 withla deadtruck M panying drawings, in which; i e lever 58 which is pivotally supported on the truck 4 Fig; Iiis a side elevationaof a six wheel truck, frame at 60. A bfrake headfl ,carryinga brake 15 showing my improved brake; rigging associated shoe 64, which is edapteci'to engage thecenter therewith a l i t -wheel, is mounted'one the ijower end oi -the lever fFigTZ avfragnientary planview, taken onthe e 58. Pivotally'connectedto themiddlelportion of f linej-E-I of Fig 1. a the fulcrurnlever at and to the middle portion iRlg. {3j is. a diag'rammatic'viewvof the brakerigof the live cylinder leverij'at 68'is'a pull rodlll 20 ging'at'on'eend of the truck, showing thevarious 'Referringto Fig.3, it will be seenthat when Darts ofith' rigging as they'would'ap'pear if'they the piston rod 22 movesxt'o'the leit due topres-t V we l l f lae he S ec v I surebe'ing 'admitted to the cylinder, the upper} p [Figlfilis asectional view, taken-on the line 4--4 end of the cylinder leverjll will be moved to the left, causing thepull rodliito pull theiulcrum e g. 5 lsa sectional view, taken on the line 55 lever 51 t0 t e "le t p 'll l Where the v for FigIfI. e v v fulcrum lever is conneetedttothe autoinaticslack "'Thefl f w g rence numeral l0 indicates @a truck adjuster serving as thefulcru n point forpthe; framein which the outer ,wheels I! and I4 and fulcrumlever. As the opposite end 'ofthe latterz '30"thefcenter wheels l6; carried uponaxles which moves t left, h i f 't nk 5 whichevis arenot jshown', are journalled in--the usualimanconnected to it and to the dead truck, lever, the 'ner. Mounted: onthe trucketrameat each end latter is ke ab the fi p vo o s i v thereofjis abrake operating cylinder lflewhich' is with the result th t h brake, 511 4 15 or nnectedttoa suitable source' of; pressure by a aga t 1 t f Wheel? A t e ame-mime, 'pipe 20; Extending from on'eqend of, each'cyh' Since the pivot point 68 where th e pull rod I0 is.=35 uinderis a piston rod22 andzsupportedupontand connected to the cylinder lever 50v'serves as a I operatively connected to the opposite end'thereof a g u w poin ,1 lowi dO y i is'a slaelrjadjuster ilwhich maybe ofany of. the inderlever is rocked to thief right, and th rough v well kn'ownnianually or automatically operable the'clevisconnections 48 causes the upper end ofi:

types: In; thebfala'nceof the; description, since the live truckiever'to move "in that-direct n, 40

the brakeiig n sfat'dp bsite ends r the truck s cau h ke ts o L2 tb o ed V are identicalidnly one will be'described. t against the outer wheel; j When thisjbrake shoe Located: at the outer side of 'th'e outer 'wheel is l comes into contact with the wheel," the pivotal V afbrake' head 26, carrying" a, brake shoe 28, and: connection 34 serve's as a fulcruni point for the Jthis-brakg '1 ubpoitedby brake hangers 30' live truck levergsothat the lowerend of the latter; 45 whi'ch are pivotally' connectedto the'truck frame 4 ve w r he ft, whereupon the tension at 32wand ,.to vthe'brake head eta. 'A'brakehead rods cause elp r end' t adtr c ifiaoarryingg amm shoe 3a, 15' tedat t e lever 40-to also move to the left, the latter'swing- ".QDPQsite'side' of the'outert'wheel, and is supported abo the fixed P Po 3 d th by by being piyotally connected between apairof roreimzthe brake s oe 38 n theiouter whee -5 spaced apart dead truck'leversw', one ofwhich'is It will thus be seen that thelayout of the 0011-. I

shown asfbeingbroken away at the left hand side nections of the various levers and rods to each of Fig. 1, which eare .pivotally secured to the'-.' other is such that'thebrake shoes will'allbeg truck 'franietat 42; Also secured to the brake applied at the-same time; andif the lengths of head 25 at the pivotal connection 34 is a live thelever arms on the trucklevers were the same, 55

-- pressure applied by the operating cylinder would befequallydistributed touch ofthe brake. "'shoes. However, since in the usual form of six wheel truck the traction motors are located only on the outer axles,'the. weight supported by the ,center wheels is considerably less than that supported by the outer wheels, and consequently there would be'a greater tendency for the center wheels to skid if thesame braking effort were applied to them'as is applied to the outer wheels.

I therefore make the length of the lever arm on the center wheel dead truck lever 58 shorter than i are the lever arms on the live and dead truck levers employed'in connection with the outer wheels, 'so] that while the amount of braking eifort transmitted throughxthe rigging to the truck levers is the same in each case, due to the,

shorter lever arm provided on the'truck lever for the center wheel, the brake shoe for that wheel is forced against itwith-suihciently less pressure to insure that the center wheel will not tend to skid any more than the heavierloadedouter wheels; In railway brake structures, it is desirable that the brake shoes be prevented from coming into contactwith the flanges on the wheels, as if this occurs unnecessary wear takes place and noise, is produced. Keeping the brake shoes from coming into contact' with the wheel flanges is moreof a 'p'roblemon the center wheels of a six 'wheeltruck thanit is elsewhere, since when the truck is operating on curved track, the center axle together with the wheels mounted upon it move sideways a greater amount than do the outer axles and wheels. Therefore, injm'y improved brake rigging, as shown in Fig. 5, I support the center wheel dead truck lever 58 in such position on-the truck frame that the brake head 62 and the brake I shoe will be"locatedagreaterdistance away brake shoe to the width of the tread on the wheel, itis impracticable to locate the brakeshoe far. enough away from the flange on the center wheelfrom the'flangeon thecenter wheels it than are the brake heads and shoes on the outer wheels. This, of course, means that the center wheels can move sideways a greater distance before the flanges on-them come into contact with the brake shoes. -Since due to the relation of the width of the so that the'two can never come into.contact,'I have found it desirable to so support the center wheel dead trucklever "that it willbe free .to rock sideways a limited amount, so that if the centenwheel does move sideways farenough topermit 'the flange on it to come intocontact with r the brake shoe 64', the latter, since it is carried on the brake head 62 which is 'supported'on the lever.

58, will be'free to yield in the direction of the lateral movement of the center wheels, sov that there willbe no pressure exerted between the brake shoe and the wheel flange, and therefore no; wear or noise will be produced. ,I accomplish this by constructing the pivotal mountingiil where the lever '58 is supported on the truck frame, in such manner that the lever 58 mayhave a limited amountof universal movement with respect'tothe-truck frame.

in which this maybe done isto curve or bevel the opening through the lever. 58 as at I2, so that the lever may rock a slight amount on the pin, which forms-. the pivotal connection 60. With,

such a structure, asmall amount of clearance is provided as at 14 between the sides of the center portion of the lever}! and themountinglugs on the truck frame, topermit the desired amountof 'and a link'connectin gsaid second For example, as shown inFig. 5, one way rocking movement of the lever. other suitable form of mounting which will permit the lever to rock sideways a slight amount relatively to the truck frame maybe employed.

While I have shown and described a particular form of my invention, it will be understood that various changes in the structure may be madewithout departing from the spirit andscope of the appended claims.

Iclaim: v

1. In a brake rigging for a pair of truck wheels, a live truck lever and a dead truck lever located on opposite sidesgof one of the wheels, said levers .being connected together by a tension rod, a

;ond dead truck-lever located adjacent the other a wheel, an operating cylinder, a cylinder lever adapted to be actuatedbysaid cylinder," a fulcrum lever; apull rod connecting saidiulcrum lever with said cylinder lever, a clevis connecting said live truck lever with said cylinder lever,

dead trucklover'with said fulcrum lever. I

3. In a brake rigging for a pair of truck wheels, a live truck lever and-a dead truck lever located on oppositesides of one of the wheels, said le vers being connected together with a tension 'r'od, a. second dead trucklever located adjacent the other wheel, a cylinder lever, an automatic slack adjuster, a fulcrum' lever'pivotally connected to said slack adjuster, a pull 'rod connecting said fulcrum lever with'said' cylinder lever, means connecting the live truck' lever with the cylinder lever, and means connecting the second dead truck lever with the fulcrum" lever.

, 4. -In1-a brake rigging for a pair of truck wheels; a live truck lever and a dead truck lever located on opposite sides of one of the wheels'and connected together by a tension rod, a second dead truck lever located at one side of the other wheel,

an operating cylinderpa cylinder lever operatively associated with :one end of the cylindenan automatic slack adjuster operatively associated with the other end of the cylinderpa fulcrum lever connected to the automatic slack adjuster, a pull rod connecting the fulcrum lever to'the cylinqrler' lever, a member connecting the live truck. lever to the cylinder lever. anda member connecting the second dead truck lever-to the fulcrum lever.

Of course, any

5. Ina brake rigging for apai'r of truck wheels.

a truck framefan operating cylinder supported on the truck frame, a dead truck lever pivotally mounted on said frame at one side of one of the wheels, a live truck lever located at the opposite side of said wheel and connected to the dead truck leverby a tension-rod, a second dead truck lever pivotally mounted on said frame adjacent the other wheel, a cylinder lever adapted to be actuated by said operating cylinder, an automatic slack adjuster, a fulcrum lever 'pivotally connected to said slack adjuster, a-pull rod .connecting said fulcrum lever with said cylinder lever,

.means connecting the livetruck lever withithe -tensionrods connecting the lower ends of said ported'on saidxframeat'one side of "the other wheel, a live cylinder lever operatively associated with'oneend of said cylinder, an automatlcslack adjuster operatively associated with the o ppositewendof said cylinder, 'a fulcrum lever" pivotally,supported on saidslack adjuster, a pull rod connecting said fulcrum lever with said live cylinder-lever, a clevis connecting the live truck Li lever with the, live cylinderlever, and 'a link connecting the second deadtruck lever with the fulcrum lever. r

\ 7. In a brakerigging for a center and an-outer wheel of a six, wheel truck, a dead truck'lever and a live truck lever located "at opposite sides of theouter wheel and connected together by .a ,tension rod, a dead truck lever located adja- 4 cent the ce'nterjwheel, 'an operating'cylinder, a

7' j -cylinder'lever adapted'to be actuated by said cylinder, a fulcrumvleven'a pull rod connecting said fulcrum lever withsaid cylinder lever, means connecting the outer'wheel live truck lever with said'cylinder lever, and means connectingthe center wheelfdead truckvlever with said fulcrum lever.

8. In a brake rigging for a center and an outer wheel of a six wheel truck, a dead truck lever and a live truck lever located at opposite sides of the outer wheel, a pair of tension rods straddling the wheel and .connecting the lower ends of the levers together, a second dead truck lever located at one side of; the center wheel, an opcrating cylinder, a live cylinder lever adapted to be actuated from one end of said cylinder, an automatic slack adjuster adapted to be actuated from the other, end of said cylinder, 9. fulcrum lea pull rod connecting said fulcrum and cylinder levers together, a member connecting said live I a truck lever with said cylinder lever, and a mem-' ber connectingsaid second dead truck lever with said fulcrum lever.

9. In a brake rigging for a center and an outer wheel of a six wheel truck, a truck frame, a brake operating cylinder supported on said frame, an automatic slack adjuster operatively associated with said cylinder, a dead truck lever pivotally supported on said frame at one Side of the outer wheel, a live truck lever located at the opposite side of the outer wheel, a pair of tension rods straddling the wheel and connecting the lower the center wheel, a live cylinder lever adapted to be actuated by said cylinder, a fulcrum lever wheel of asix wheel truck, a live trucklever and l H .a dead truck lever located on opposite sides of the outer wheel, a pair of tension rods straddling said wheel and connecting the lower ends ofsaid levers, a dead truck lever located at one side of cylinderlever, and means connecting the second Y dead truck lever with the fulcrum lever; ;6.;, In a brake rigging for a pair of truck wheels, aftruck frame, an operating cylindersupported 5 on the truck frame, a dead truck lever pivotally" supported on said frame at one side of one'wheel, :a 'live truck lever pivotally supported onsaid frame at the otherside of "said wheel, a pair of outer'wheel; lever'spa second dead'truck lever pivotally sup-. g

{nectingthe fulcrum leverwiththe center wheel ends of the levers, a second dead truck lever pivotally supported on said frame at one side of pivotally connected to said slack adjuster, a pull- 10. In a brake rigging for a center and an outer V the center 'wheel', {siyunder was mm lever, an-pull rodfeonnectin'g the fulcrum lever I "withthe cylinder lever, a member connecting the live truck leverwith lthe cylinder lever, and a member connecting the center} wheel, d'ead truck I 'leverwith; the fulcrumflever, 'theleng'th of the levers being so proportioned @thatless braking effort is exerted on the "center wheel than'on the i 11. In a'brake rigging for center an outer whe el ofa' six wheeltruck, a live trucklever and a dead truck lever located on'opposite sides of the outer wheel, a; pair of tension rods straddling saidjwheel and'connecting the lowerfends of said levers, a dead truck lever located at one side of the center wheel, a cylinderlever,'a fulcrum lever, apull rodconnecting the fulcrum lever with the cylinder levena member connecting the live truck lever withthe cylinderlever, and'a member con-- dead truck lever, the lever arm of the latter being shorter than that of the outer wheel truck levers in order that less braking pressure may be exerted upon the center wheel than'on the outeriwheel.

12. Ina brake rigging for acenter and an outer wheel of a six wheel truck; a live truck lever and '"aidead truck lever located on opposite sides of the oute'r wheel and connected together by a pair of tension rods straddling the 'wh eeha dead truck lever located at one/side of thefcenter wheel, a

pivotal support for the. center wheel dead truck lever, said pivotal support being adapted to permit the center wheel dead truck lever .to move sidewise a' limited amount to follow the lateral movement of the center wheel, a cylinder lever, a fulcrum lever, a pull rod connecting the cylinder and fulcrum levers together, a member connecting the live truck lever to the cylinder lever, and a member connecting the center wheel dead truck lever to the fulcrum lever.

13. In a brake rigging for a center and an outer wheel of a six wheel truck, a truck-frame, a live truck lever and a dead truck lever located on opposite sides of the outer wheel, said levers being connected together by a pair of tension rods straddling'thewheel, a dead truck lever located at one side of the center wheel and having a pivotal connection with the truck frame, said pivotal con: nection being sufliciently loose to permit the center wheel dead truck lever to move sidewise a limited amount as the center wheel moves laterally, a cylinder lever, a fulcrum lever, a pull rod connecting the cylinder and fulcrum levers together, a member connecting the live truck leverto the cylinder lever, and a member connecting the center wheel dead truck lever to the fulcrum lever.

der lever, and a member connecting the fulcrum a lever to thecenter wheel dead trucklever, the latter being so located that the brake head carrled by it will be located further from the flange of the center wheel than the brake heads carried by the outer wheel truck levers-are located from the'ilange of the outer wheel.

, 15. In a six wheel railway car truck the com-15 bination of a truck frame including side members, wheel and axle assemblies disposed in'supporting relation to saidlframe',

posite ends thereof, and brake rigging independently operated by each of said power means, said" brake rigging including "a hanger lever-disposed 'inwar'dly' of a wheel, alive truck lever disposed outwardly of said wheel, straps connecting said levers, brake heads andrbrake shoes carried by .said levers, a cylinder lever'connected to said truck lever, a slack adjuster lever connected to said cylinder lever, and a connection from'said slack adjuster lever to braking means foran adjacent wheel, said braking means comprising a dead truck leveifulcrurfiedfrom said side mem her and supporting a brake'head andbrake shoe for cooperation with said adjacent wheel.

a 16. In a brake rlggingfi'or a six wheel railway car truck the comblnationof a truckframework "comprising integrally formed side members and end rails power means mounted on said side members adjacent the opposite ends thereof, braking means associated with each of said power means and comprising a dead lever supported at one side of a wheel, a live lever supported on the opposite side of said wheel and projecting through a portion of said framework, a cylinder lever having its innerend connected to said live truck lever and its outer end connected to said power means, a slack adjuster' lever fulcrumed at the opposite end of said power means and connected intermediate lts ends to a point intermediate the ends of said cylinder lever, and a connection between v pow'er means (115- posed on each of said, side members'adjacent op I I througha portion of said framework.

17..In. a six wheel railway car truck a frame- 7 work, wheels and axles. power means mounted adjacent thefour corners of said framework, and clasp brake meansfor each wheel, each 01" said power means being operable to actuate the brake means at opposite sides of onewheel'and at one side of an adjacent wheel, saidbrake means for said first mentioned wheelincluding a dead lever supported inwardlyof said wheel, a live lever supported outwardly thereof, and a cylinder lever connected between said live lever and said power means, a dead lever fulcrumed at the opposite end of said power means,.aconnection between said cylinder lever and said fulcrumed lever, and a connection between said fulcrumed lever' and the brake means of said last mentioned wheel.

18, In brake rigging for a railway car truck a truck framework, wheel and axle assemblies, power means mounted on said framework adjacent the four comers thereof, clasp brakes for each wheel, a live cylinder-lever, a-dead cylinder lever, a connectionbetween said levers, one of said levers having a connection to braking means associated with one wheel, and the other of said wheel. v i MARTIN P. BIDMBERG. 

